Locomotive draft-regulator.



H. A. BEATTY. LOCOMOTIVE DRAFT REGULATOR. APPLICATION FILED MAR. 15, ms.

Patentedkug. 29,1916

HENRY A. PBEAT'IY, 01E SCEANTOIN', PENNSYLVANIA.

Locoiao'rrvn Dnar'r-nnsntaron.

To all whom it may concern:

Be it known that l, HENRY A. BEATTY, a citizen of the .United States, residing at Scranton, in the county of Lackawanna and State of Pennsylvania, have invented certain new and useful Improvements in L0- comotiveDraft-Regulators; and I do hereby declare the following to be a full, clear,

and exact description of the invention, such m as will enable others skilled in the art to which itappertains to. make and use the same.

This invention relates to draft regulators for furnaces, and more especially to those used in connection with the exhaust nozzle of a railway locomotive; and the object of the same is to produce. a regulator of this type whereby the pulsations of the exhaust are put under the direct control of the engineer while in his cab. Broadly speaking, this is accomplished by, the use of a shunt pipe from the cylinders, this pipe having a valve which when opened permits the passage of a portion of each pulsation around or by the exhaust nozzle; and another pipe leading from a separate source of steam pulsations to an auxiliary nozzle and also having a shunt pipe and valve, which when closed permits the use of these pulsations for assisting the draft set up by the main nozzle and when opened lets steam out of shunt pipe to check the draft. Details are diagrammatically shown in the accompanying drawings Wherein- F im re 1 is a general view of the left side of a lotpmotive, Fig. 2 a similar view of the right side of the same, both provided with my invention, and Fig. 3 is a perspective detail.

In locomotives as now constructed the boiler has at its forward end a smoke-box -18 from which rises the stack S, and the exhaust steam from the cylinders C is led into a nozzle N standing within said box and directing the exhaust pulsations upward toward and into the stack so as to increase the draft from the fire. Just forward of the engineers cab E, and on the left side of the locomotive as seen in Fig. 1, is usually cated an auxiliary engine which is herein illustrated as a pump cylinder P for the air brake system A, and propose to make use of the exhaust pulsa ions in this cylinder whether it pumps the air, drives an electric M motor, or does other Work. It is Well known to lo omotive engineers that a steadydraift on lit Specification of Letters Patent. Pwtmmfippll Aug, pp, spam, Application filed March 15, 1916. Serialdiio. 8'=,4l60.

the fire is not so serviceableas one which pulsates, because the former causes the fire to become dead and does not generate steam so rapidly. Also, when doing light work or .running down hill, it is' desirable'to reduce the draft or modify the pulsations, because now they accelerate the combustion of fuel" unnecessarily. On the other hand, when doingheavy switching it is desirable to decrease the power of the pulsations if possible and thereby decrease the draft, so as not to tear holesin the fire, as also'is the case on other occasions as with a new lire, My present invention is designed .to' permit the engineer to shunt or divert a part of the exhaust from the engine cylinders when he desires to reduce the draft throughthe nos-- zle, or to add'the etl'ectiveness of other and auxiliary pulsations when he desires to increase the draft up the stack. Coming now to the details of construction asshown in the embodiment herein, the numerals l designate two inch pipes communicating with the exhaust cavities of the cylinders, 2 is a cross pipe connecting the two pipes 1, 3 is a l"-coupling-in the cross Sil pipe, and 4 isa three inch pipe leading from this coupling upward alongside the stack S to a shunt or escape pipe 5 which preferably extends to a high point as shown so that the escaping steam will rise well above the engineers line of vision. Within the pipe l is a. globe valve 6 from whose stem a rod 7 runs back to a hand wheel 8 within the cab E. The tip 9 of the nozzle N is preferably made a little smaller than usual so as to increase the draft by closing globe valve 6 when the fire is heavy or dirty.

With the exhaust of the cylinder P of the auxiliary engine (which may drive the air pump or electric motor or'any other instrag mentalities) communicates a. pipe 111. where of one arm 12 leads forward into the smoke box B and; turns upward in an auxiliary nozzle 13 lying alongside the main nozzle N,.and the other arm it leads to the rear and upward to a shunt or escape pipe 15 preferably discharging at a high point near the top'ot the cab Eand above the engineers line of vision. In this arm is a globe valve 16 having a hand wheel 18 within the cab.

in use, when the engineer desires to reduce. thev draft in the stack S, he turns inders C, so that they pass up pipe i, and out the escape pipe 5. On the other hand, when he desires to increase the strength of the draft within the stack S, he uses the hand Wheel 18 to close the valve 16 more or less, and therefore divert the pulsations of the exhaust from the cylinder P forward through the arm 12 of pipe 11 and up,the auxiliary nozzle 13, by means of which they are directed toward and through the stack S to lend assistance and strength to the pulsations from the main nozzle. If the tip 9 of the latter be reduced as suggested, the engineer can ordinarily regulate the draft by setting the valve 6 alone, because with a smaller tip 9 the nozzle N will create a strong draft unless some of the exhaust steam from the cylinder C is shunted through the pipe 4. But as above suggested, there are times when the engineer may require evena stronger draft than the nozzle would produce with the valve 6 closed, and on such occasions he closes the valve 16 more or less so as to divert pulsa tions from the cylinder P through the auxiliary nozzle 13 and add their strength to those in the main nozzle N. It should be understood that the valve 16 ordinarily stands Wide open so that thelexhaust from the auxiliary cylinder P is along the arm 14 and out the outlet at 15. Without further illustration it will be clear that either or both the escape pipes 5 or 15' could be disposed at other points than as herein shown, or in fact they might be merged into a single escape for the steam. With the exception of the front end of the arm 12,

the nozzle 13, and the coupling between them,- all parts of this draft regulator are exposed so that the pipes anti coupling are readily accessible in case they should need repair. I have spoken of globe valves and hand Wheels, but these and other details are susceptible of modification or elaboration. A skilful engineer will doubtless take steps to indicate on the valve handles or scratch on the Wheels 8 and .18 certain marks showing when the valves 6 and 16 are set in their most effective positions. At-rare intervals itmsy be wise for-him to set both valves partly open, as the opening of the valve 6 detracts from the force of the draft in the main nmzil 'hl and the opening of the valve 16 detracts from the draft in the auxiliary nozzle 13. On the other-hand, when both these valves are completely closed, he sccures a maximum of draft.

What I claim is: l

1. In a draft regulator for locomotives, the combination with the main cylinders, boiler, smoke box, stack, and main exhaust nozzle in said box directed toward the stack; of an auxiliary engine cylinder, an auxiliary nozzle alongside said main nozzle, a pipe receiving the exhaust pulsations from said auxiliary cylinder and branched into two arms, one leading to said auxiliary nozzle and the other to an outlet, and a hand valve in one of said arms.

2. In a draft regulator for locomotives,

the combination with the main cylinders, boiler, smoke box, stack, and main exhaust nozzle in said box directed toward said stack; of an auxiliary engine cylinder, an auxiliary nozzle alongside said main nozzle, a pipe for carrying the exhaust pulsations from said auxiliary cylinder to said auxiliary nozzle and having a shunt leading to an outlet, and a manual control for said pipe with'its hand Wheel in the locomotive rah.

3. In a draft regulator for locomotives, the combination with the main cylinders, boiler, smoke box, stack, and main exhaust nozzle in said box directed toward said stack; of a system of piping leading from the exhausts of the main cylinders to, an outlet, means for manually controlling said system, an auxiliary nozzle adjacent the main nozzle, an auxiliary engine cylinder having its outlet, a system of piping con.- vcying pulsations from said outlet to the auxiliary nozzle, and means for manually controlling this system.

4. In a draft regulator for locomotives,

the combination with the main cylinders, a

stack, and a main exhaust nozzle. connected with the cylinders and directed up said stack; of an auxiliary nozzle adjacent the main nozzle, an auxiliary engine whose cylinder has its exhaust 'in constant communication, with said auxiliary nozzle, a shunt pipe leading from its exhaust to a constantly open outlet, and a hand valve for controlling said shunt pipe.

' in testimony whereof Lailix my signature.

HENRY A. BEAT'JY. 

